A-arm suspension systems

ABSTRACT

An A-arm suspension system may include a frame that defines respective left and right rear body mounting locations at about a rear end of the frame and respective left and right front body mounting locations at about a front end of the frame. Left and right side control arms are pivotally mounted to left and right sides of said frame so that at least portions of the left and right side control arms are generally aligned with the respective left and right front body mounting locations on the frame. Left and right side A-arms are pivotally mounted to the left and right sides of the frame assembly in generally spaced-apart relation to the respective left and right side control arms so that the control arms and the A-arms define respective left and right side ball joint axes. Left and right side wheel spindle assemblies are mounted to the respective left and right side control and A-arms.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.15/492,200, filed on Apr. 20, 2017, now U.S. Pat. No. 9,987,896, whichclaims the benefit of U.S. Provisional Patent Application Nos.62/326,516, filed on Apr. 22, 2016, and 62/376,656, filed on Aug. 18,2016, all of which are hereby incorporated herein by reference for allthat they disclose.

TECHNICAL FIELD

The present invention relates to vehicle suspension systems in generaland more specifically to modified vehicle suspension systems of the typecommonly used in converting vehicles for wheelchair use.

BACKGROUND

Systems for converting vehicles for wheelchair use are well-known in theart and usually involve a wide range of additions and modifications toallow persons with limited mobility to more easily gain access to and/oroperate such converted vehicles. For example, such vehicles aretypically modified to include deployable ramp systems to allow personsin wheeled assistance devices, such as wheelchairs, scooters, and thelike to enter the vehicles, either to operate the vehicles or to ridealong. In addition, it is often necessary to modify the vehiclesuspension systems to provide the additional space or clearance requiredby the deployable ramp systems. If carefully designed, the suspensionsystem modifications may also allow for an increase in the flat floorarea within the modified vehicles, thereby providing additional spacewith the modified vehicles for maneuvering the wheeled assistancedevices.

While a wide variety of suspension system modifications have beendeveloped and used for such purposes, newer vehicle suspension systemscontinue to pose additional challenges in modifying the suspensionsystems to provide the desired benefits. Moreover, it is also desirableto reuse as many components of the stock suspension system as possible.

SUMMARY OF THE INVENTION

One embodiment of a method of mounting to an A-arm suspension system awheel spindle configured for use with a multi-link suspension system mayinvolve the steps of: Removing at least one suspension link mount on thewheel spindle; mounting a ball joint bracket to the wheel spindle, theball joint bracket being configured to mount to the A-arm suspensionsystem, the removing and mounting steps producing a modified wheelspindle; and mounting the modified wheel spindle to the A-arm suspensionsystem.

Also disclosed is a ball joint bracket having a spindle plate with anupper end and a lower end. A ball joint plate extends generallyoutwardly from the lower end of the spindle plate. A gusset plateextends between the spindle plate and the ball joint plate.

An A-arm suspension system according to one embodiment of the presentinvention may include a frame that defines respective left and rightrear body mounting locations at about a rear end of the frame andrespective left and right front body mounting locations at about a frontend of the frame. A right side control arm is pivotally mounted to aright side of said frame so that at least a portion of the right sidecontrol arm is generally aligned with the right front body mountinglocation on the frame. A right side A-arm is pivotally mounted to theright side of the frame assembly in generally spaced-apart relation tothe right side control arm so that the right side control arm and theright side A-arm define a right side ball joint axis. A left sidecontrol arm is pivotally mounted to a left side of the frame so that atleast a portion of the left side control arm is generally aligned withthe left front body mounting location on the frame. A left side A-arm ispivotally mounted to the left side of the frame in generallyspaced-apart relation to the left side control arm so that the left sidecontrol arm and the left side A-arm define a left side ball joint axis.A right side wheel spindle assembly is mounted to the right side controlarm and the right side A-arm. A left side wheel spindle assembly ismounted to the left side control arm and the left side A-arm.

BRIEF DESCRIPTION OF THE DRAWINGS

Illustrative and presently preferred exemplary embodiments of theinvention are shown in the drawings in which:

FIG. 1 is a perspective view from the right front of an A-arm suspensionsystem and wheel spindle assembly according to one embodiment of thepresent invention;

FIG. 2 is a plan view of an OEM multi-link suspension system showing thearrangement of a right-hand side wheel spindle suspension assembly;

FIG. 3 is an enlarged perspective view from the right front of theright-hand side wheel spindle suspension assembly illustrated in FIG. 2;

FIG. 4 is an enlarged perspective view from the front of a modified leftside spindle and ball joint bracket assembly shown mounted to the lowerA-arm and upper control arm of the A-arm suspension assembly;

FIG. 5 is an enlarged front view in elevation of the modified left sidespindle and ball joint bracket assembly illustrated in FIG. 4 showingthe alignment of the relocated toe mount and ball joint axis;

FIG. 6 is a perspective view of an unmodified OEM left side wheelspindle assembly;

FIG. 7 is a perspective view of a left side wheel spindle assembly ofFIG. 6 but with the lower suspension link mounts removed and alsoshowing the relocated toe link mount;

FIG. 8 is a perspective view of one embodiment of a left side ball jointbracket;

FIG. 9 is a perspective view from the right rear of the A-arm suspensionsystem illustrated in FIG. 1;

FIG. 10 is a rear view in elevation of a portion of the A-arm suspensionsystem illustrated in FIGS. 1 and 9 showing the left side suspension andspindle assembly; and

FIG. 11 is a is a top view of a portion of the A-arm suspension systemof FIG. 1 showing the right side suspension and spindle assembly andwith overlain portions of the OEM suspension system illustrated in FIG.2 to illustrate the differences between the two suspension systems andthe increased space available for a flat floor area.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

A wheel spindle assembly 10 according to one embodiment of the presentinvention is shown and described herein as it could be used inconjunction with an A-arm suspension system 12, as best seen in FIG. 1.The A-arm suspension system 12 may be used to replace a multi-linkoriginal equipment manufacturer (OEM) suspension system 14, an exampleof which is illustrated in FIGS. 2 and 3. Such a replacement orsubstitution will allow a vehicle (not shown) designed to receive themulti-link OEM suspension system 14 to be more easily converted forwheelchair use. In addition, the replacement of the OEM suspensionsystem 14 with the A-arm suspension system 12 will also allow themodified vehicle to have increased interior space and flat floor area,as best seen in FIG. 11. Alternatively, other applications are possible.

Because the A-arm suspension system 12 of FIG. 1 may be used to replacethe multi-link OEM suspension system 14 of FIGS. 2 and 3, it will begenerally preferred, but not required, to use in the A-arm suspensionsystem 12 as many components as possible from the OEM suspension system14. Such components may include, for example, various control arms,suspension links, struts, body support bushings, and ball joints. Inaddition, and in the embodiments shown and described herein, the OEMwheel spindle assemblies 10′ from the OEM suspension system 14 may bemodified or adapted for use with the A-arm suspension system 12. In suchembodiments, then, the wheel spindle assemblies 10 of A-arm suspensionsystem 12 will comprise modified versions of the OEM wheel spindleassemblies 10′. Stated somewhat differently, the OEM spindles 10′ may bemodified as described herein so that they may used with or retrofittedto the A-arm suspension system 12, but as wheel spindle assemblies 10.

Referring now to FIGS. 4-8, the wheel spindle assembly 10 (illustratedin FIGS. 4 and 5) used in A-arm suspension system 12 may comprise amodified version of the OEM spindle assembly 10′ (illustrated in FIG.6). In one embodiment, and as best seen in FIG. 6, OEM spindle assembly10′ may comprise one or more suspension link mounts 16, such as firstand second lower bushing mounts 18 and 20. The first and second lowerbushing mounts 18 and 20 are required for the OEM multi-link suspensionsystem 14, but are not required for A-arm suspension system 12. As willbe described in much greater detail herein, the first and second lowerbushing mounts 18 and 20 may be removed to produce an intermediatemodified spindle 10″ illustrated in FIG. 7. A ball joint bracket 24 thenmay be mounted to the intermediate modified spindle 10″ of FIG. 7 toproduce the spindle assembly 10 of FIGS. 4 and 5. Ball joint bracket 24is best seen in FIG. 8 and may comprise a spindle plate 26, a ball jointplate 28, and a gusset 30.

OEM spindle assembly 10′ may also comprise a toe link mount 22′, againas best seen in FIG. 6. As will also be described in much greater detailherein, in many embodiments it will be necessary or desirable to move orrelocate the toe link mount 22′ of OEM spindle assembly 10′ (illustratedin FIG. 6) to define a relocated toe link mount 22 (illustrated in FIG.7). Relocated toe link mount 22 will allow the A-arm suspension system12 to retain OEM specifications relating to toe changes as a function ofsuspension travel.

Referring now to FIGS. 1 and 9-11, the A-arm suspension system 12utilizing the modified wheel spindles 10 may comprise a frame 32. Frame32 is sized and configured to receive the various elements andcomponents of suspension system 12 and to allow the A-arm suspensionsystem 12 to mount to a vehicle (not shown) originally configured forthe multi-link OEM suspension system 14 illustrated in FIGS. 2 and 3. Tothis end, an upper or top member 34 of frame 32 may define a pluralityof body or chassis mounting locations 36, 38, 40, and 42 to allow theA-arm suspension system 12 to be mounted to the body or chassis of thevehicle (not shown). In one embodiment, the respective left and rightrear body mounting locations 36 and 38 may be sized and spaced tocorrespond to the rear body mounting locations 36′ and 38′ provided onthe OEM suspension assembly 14. See also FIG. 2. This will allow theleft and right rear body mounting locations 36 and 38 provided on upperor top member 34 of frame 32 to be aligned with corresponding rearsuspension mounts provided on the vehicle chassis.

However, the respective left and right front body mounting locations 40and 42 may be moved generally rearwardly i.e., in the directionsindicated by respective arrows 41 and 43 in FIG. 11, compared to thecorresponding front body mounting locations 40′ and 42′ provided on theOEM suspension assembly 14. While the relocated left and right frontbody mounting locations 40 and 42 provide increased clearance to allow adeployable ramp system to be installed on the vehicle (and also permitsthe vehicle to be provided with increased interior space and a flatfloor area), the relocation of the left and right front body mountinglocations 40 and 42 also necessitates many of the modificationsstructural features of the A-arm suspension system 12 described herein.Again, such modifications will allow the A-arm suspension system 12 toeffectively substituted for the OEM suspension system 14.

Referring now to FIGS. 4, 5, and 10, the left-hand side wheel spindleassembly 10 may be mounted to a left-hand side 44 of frame assembly 32via a lower A-arm 46 and an upper control arm 48. More specifically, theball joint plate 28 of ball joint bracket 24 may be mounted to a lowerball joint 50 provided on lower A-arm 46. Similarly, the upper balljoint mount 52 provided on wheel spindle assembly 10 may be mounted toan upper ball joint 54 provided on the upper control arm 48. A toe link56 is mounted between wheel spindle assembly 10 and left-hand side 44 offrame assembly 32. Of course, the right-hand side wheel spindle assembly10 may be mounted to a right-hand side 58 of frame assembly 32 in thesame manner, i.e., via a lower A-arm 47, an upper control arm 49, and atoe link 57. See FIGS. 1 and 9.

A significant advantage of the A-arm suspension system of presentinvention is that it may be used replace a multi-link rear suspensionsystem, such as OEM suspension system 14, while retaining key aspects ofthe OEM suspension system geometry and performance specifications, suchas camber, caster, and toe. By eliminating the forward control link ofthe OEM multi-link suspension, the A-arm suspension system of thepresent invention provides the space required for a deployable rampsystem. In addition, the re-location to a more rearward position of theforward body mounts of the A-arm suspension system increases passengervolume and allows for a substantial increase in the flat floor areawithin the converted vehicle.

Still yet another advantage of the A-arm suspension system of thepresent invention is that it allows many components of the OEMmulti-link suspension system, such as the upper control arms, balljoints, and body bushings, to be reused in the A-arm suspension system,thereby significantly reducing the costs associated with vehicleconversion. Still other advantages are associated with the ball jointbrackets. For example, the ball joint brackets involve few componentsand are relatively easy to fabricate. Further, the ball joint bracketsrequire only minimal modifications to the OEM wheel spindle assemblies,which again reduces the overall cost of the conversion system.

Having briefly described one embodiment of the suspension system ofpresent invention, as well as some of its more significant features andadvantages, various embodiments and alternative configurations of thepresent invention will now be described in detail. However, beforeproceeding with the description, it should be noted that while variousembodiments of the present invention are shown and described herein asthey could be used to convert a vehicle for wheelchair use, the devices,systems, and methods of the present invention could also be used inconjunction with any of a wide range of vehicle types and for use in awide range of applications. Consequently, the present invention shouldnot be regarded as limited to the particular types of vehicles,applications, and circumstances shown and described herein.

Referring back now to FIGS. 1-5, one embodiment of a wheel spindle or‘knuckle’ assembly 10 is shown and described herein as it could be usedin conjunction with an A-arm suspension system 12. The wheel spindle orknuckle assemblies 10 used on the left- and right-hand sides 44 and 58of the suspension system 12 may comprise modified versions of the left-and right-hand side OEM wheel spindle assemblies 10′ from the OEMmulti-link suspension system 14. With reference now specifically toFIGS. 2, 3, and 6, each OEM wheel spindle assembly 10′ may be providedwith a plurality of suspension link mounts 16 to allow the OEM wheelspindle assembly 10′ to be attached to the OEM multi-link suspensionsystem 14. For example, in the particular embodiment shown and describedherein, the OEM wheel spindle assembly 10′ may be provided withrespective first and second bushing mounts 18 and 20, as best seen inFIG. 6. First bushing mount 18 is configured to receive a rear lowercontrol link 60 on OEM suspension system 14, as best seen in FIG. 2. Inthis regard it should be noted that only the right-hand side rear lowercontrol link 60 is illustrated in FIG. 2, whereas the OEM wheel spindleassembly 10′ illustrated in FIG. 6 is for the left-hand side. Thus, therear lower control link 60 that would mount to the first bushing mount18 on left-hand side wheel spindle 10′ is not illustrated in FIG. 2, butthe arrangement is the same. Similarly, the second bushing mount 20 onOEM wheel spindle assembly 10′ is configured to receive a forwardcontrol link 62, as also illustrated in FIG. 2 (again, only theright-hand side forward control link 62 is illustrated in FIG. 2).

Each OEM wheel spindle 10′ also may be provided with a toe link mount22′. Toe link mount 22′ is configured to receive a toe link 57′ on OEMmulti-link suspension system 14 (the toe link 57′ illustrated in FIGS. 2and 3 is for the right-hand side). The OEM wheel spindle assembly 10′may also be provided with an upper ball joint mount 52′ sized to receivea ball joint (not visible in FIGS. 2 and 3) provided on an upper controlarm 49′ of OEM multi-link suspension system 14.

If it is desired to use the OEM wheel spindle assemblies 10′ with theA-arm suspension system 12, it will be necessary to modify or adapt theleft and right wheel spindle assemblies 10′ to accommodate the variousmembers associated with the A-arm suspension system 12. Morespecifically, the OEM wheel spindle assembly 10′ will need to beprovided with a mounting structure suitable for receiving the lowerA-arm 46 of suspension system 12. In the particular embodiment shown anddescribed herein, ball joint bracket 24 allows the OEM wheel spindleassembly 10′ to be mounted to the lower A-arm of suspension system 12.

Referring now to FIG. 8, ball joint bracket 24 may comprise a spindleplate 26 having an upper end 64 and a lower end 66. Spindle plate 26 maybe provided with a plurality of holes 68 therein to allow the spindleplate 26 to be mounted to OEM spindle 10′. In one embodiment, the holes68 in spindle plate 26 are sized and spaced to align with correspondinghub assembly mounting holes 70 provided in OEM spindle assembly 10′. Seealso FIGS. 6 and 7. This will allow the ball joint bracket 24 to beeasily mounted to the spindle assembly. Spindle plate 26 may also beprovided with a clearance opening 72, if required, to provide clearancefor a corresponding mounting boss 74 provided on OEM spindle assembly10′.

Ball joint bracket 24 may also comprise a ball joint plate 28 thatextends generally outwardly from the lower end 66 of spindle plate 26.Ball joint bracket 28 may be provided with a ball joint mount 76 sizedto receive a mounting stud of lower ball joint 50. See also FIGS. 4 and5. Ball joint bracket 24 may also comprise a gusset 30 mounted to thespindle plate 26 and ball joint plate 28, as best seen in FIG. 8.

Ball joint bracket 24 may be fabricated from any of a wide range ofmaterials, such as steel or aluminum alloy, that would be suitable forthe intended application. Further, ball joint bracket 24 may be formedas a single unitary piece, e.g., by casting or by forging.Alternatively, ball joint bracket 24 may be built-up or assembled fromindividual metal plates that are then welded together. By way ofexample, in one embodiment, the ball joint bracket 24 is made fromindividual steel plates (e.g., for the spindle plate 26, ball jointplate 28, and gusset 30) that are then welded together.

In the particular embodiments shown and described herein, it isnecessary to modify the OEM wheel spindle assembly 10′ so that the balljoint bracket 24 may be mounted to it in the manner already described.More specifically, and with reference now to FIGS. 6 and 7, the firstand second lower bushing mounts 18 and 20 must first be removed in orderto provide the necessary clearance for ball joint bracket 24. In oneembodiment, the first and second bushing mounts 18 and 20 are removed bymachining (e.g., by milling) in order to provide sufficient clearancefor ball joint bracket 24. The foregoing modifications result in theproduction or formation of an intermediate modified spindle 10″, asshown in FIG. 7. Thereafter, ball joint bracket 24 may be mounted to theintermediate modified spindle 10″ to produce wheel spindle assembly 10.See also FIGS. 4 and 5.

In addition, and as was briefly described above, in many embodiments itwill be necessary or desirable to relocate the toe link mount 22′, shownin FIG. 6, in order to define a relocated toe link mount 22, shown inFIG. 7. As will be described in further detail below, relocating the toelink mount may be required to allow the suspension system 12 to retainOEM specifications relating to toe angle as a function of suspensiontravel. If desired, the toe link mount 22′ may be relocated either priorto or after the first and second bushing mounts 18 and 20 have beenremoved.

The wheel spindle assemblies 10 (e.g., modified versions of wheelspindles 10′) may be used in the A-arm suspension system 12. As alreadydescribed, the A-arm suspension system 12 represents a significantreconfiguration of the OEM suspension system 14 to provide forsignificantly increased space forward of the suspension system 12. Suchincreased space will be particularly advantageous when convertingvehicles for wheelchair use.

For example and with reference now to FIGS. 2, 3, and 11, the front bodymounts 40 and 42 of A-arm suspension system 12 are located aconsiderable distance to the rear and somewhat inboard compared with thelocations of the corresponding mounts 40′ and 42′ provided on OEMsuspension system 14, as indicated by arrows 41 and 43 in FIG. 11.However, because the forward control links 62 of the OEM multi-linksuspension system 14 were attached to the OEM suspension system 14 nearthe locations of the front body mounts 40′ and 42′, the relocation ofthe front body mounts requires the elimination of the forward controllinks 62. The elimination of the forward control links 62 in turnrequires the lower control link 60 of the OEM suspension system to bereplaced by the lower A-arms 46 and 47. When incorporated into the A-armsuspension system 12, these changes result in a substantial increase inavailable space forward of the A-arm suspension system 12, therebyproviding sufficient space for the addition of a deployable ramp systemand also increasing substantially the area available for a flat floorspace within the vehicle.

For example, the rearward extent of a flat floor area in a vehiclehaving the multi-link OEM suspension system 14 is indicated by brokenline 78 in FIG. 11. In contrast, the rearward extent of the area for aflat floor in a vehicle having the suspension system 12 is indicated bybroken line 80. The area between broken line 78 and broken line 80represents a substantial increase in the area available for a flat floorin the converted vehicle.

Referring now to FIGS. 1 and 9-11, the A-arm suspension system 12 maycomprise a frame 32 to which may be mounted the various components ofthe A-arm suspension system 12. In one embodiment, the frame 32 maycomprise an upper or top member 34 and a lower or bottom member 82 thatare positioned in generally parallel, spaced-apart relation. Upper andlower members 34 and 82 may be secured together by various cross-members84 positioned on rear end 86 of frame 32. A left-hand side controlmember support structure 88 may be used to secure together the left side44 of upper and lower members 34 and 82, whereas a right-hand sidecontrol member support structure 90 may be used to secure together theright side 58 of frame 32. Thus, an upper front portion 92 of frame 32(i.e., located above the lower or bottom member 82) will be generallyopen, thereby allowing an interior floor of the vehicle to be expandedinto open front portion 92. See also broken line 80 in FIG. 11.

The various elements and members comprising frame 32 may comprise any ofa wide range of materials, such as aluminum alloy or steel, that wouldbe suitable for the particular application. In one embodiment, thevarious members comprising frame 32 may be fabricated from tubular steelhaving a square cross-section, as depicted in the drawing figures. Theleft- and right-hand side control arm support structures 88 and 90 maybe formed by castings, forgings, or may be built-up from individualcomponents. However, because the construction of frame 32 and controlarm support structures 88 and 90 are well within the level of ordinaryskill in the art and could be readily provided by persons havingordinary skill in the art after having become familiar with theteachings provided herein, the particular components and constructionprocesses that may be used to fabricate frame 32 and control armsupports 88 and 90 will not be described in further detail herein.

As mentioned earlier, the upper or top member 34 of frame 32 may alsodefine a plurality of body or chassis mounting locations 36, 38, 40, and42. Each mounting location 36, 38, 40, and 42 may be sized to receive acorresponding body bushing 94 of the type well-known in the art. Thebody bushings 94 allow the A-arm suspension system 12 to be mounted tothe body or chassis of the vehicle. Body bushings 94 may comprisecorresponding body bushings from the OEM suspension system 14 or maycomprise new components.

The respective left and right rear body mounting locations 36 and 38 maybe sized and spaced to correspond to the rear body mounting locations36′ and 38′ provided on the OEM suspension assembly 14. See FIG. 2.Therefore the left and right rear body mounting locations 36 and 38 andcorresponding body bushings 94 will be aligned with existing rearsuspension mounts (not shown) provided on the vehicle chassis. In thisregard it should be noted that in many embodiments it will be necessaryor desirable to raise the vehicle chassis to provide additional groundclearance for the deployable ramp system. In such embodiments, suitableextended body mounts or spacers 93 may be used to further lift orelevate the vehicle chassis above the suspension system 12. The extendedbody mounts or spacers 93 may be sized to mount to the existing rearsuspension mounts provided on the vehicle chassis. They may also beadditionally secured to the vehicle chassis by welding. However, becausesuch extended mounts or spacers 93 could be easily provided by personshaving ordinary skill in the art after having become familiar with theteachings provided herein, the particular extended mounts 93 that may beused in conjunction with the present invention will not be described infurther detail herein.

The respective left and right front body mounting locations 40 and 42are located generally rearwardly and slightly inboard of the positionsof the corresponding front body mounting locations 40′ and 42′ providedon OEM suspension assembly 14, as indicated by arrows 41 and 43 in FIG.11. The relocated left and right front body mounting locations 40 and 42provide increased clearance to allow a deployable ramp system to beinstalled on the vehicle and also provide for an increased flat floorarea, as already described. Of course, the chassis or body of theconverted vehicle will have to be provided with new or relocatedsuspension mounts 95 sized and located to mate with the left and rightfront body mounting locations 40 and 42. The new or relocated suspensionmounts 95 may be mounted (e.g., by welding) to the vehicle chassis (notshown). Here again, however, because such relocated suspension mounts 95could be easily provided by persons having ordinary skill in the artafter having become familiar with the teachings provided herein, therelocated suspension mounts 95 that may be used in conjunction with thepresent invention will not be described in further detail herein.

The left- and right-hand side wheel spindles 10 are mounted to therespective left and right sides 44 and 58 of frame assembly 32 byvarious control arms and linkages. More specifically, and with referencenow to FIGS. 4, 5, and 10, the left-hand side wheel spindle assembly 10is mounted to a lower A-arm 46 and an upper control arm 48. Lower A-arm46 may comprise a generally A-shaped member that is pivotally mounted tothe lower member 82 of frame 32 so that lower A-arm 46 may pivot aboutpivot axis 96. If desired, eccentric mounting bolts 97 may be used tosecure the lower A-arm 46 to the lower member 82 of frame 32. Sucheccentric mounting bolts 97 will allow the camber angle of the wheelspindle assembly 10 to be easily adjusted. Lower A-arm 46 may also beprovided with a damper or strut mount 98 sized to receive a suitabledamper or suspension strut (not shown).

Lower A-arm 46 may be fabricated from any of a wide range of materials,such as steel or aluminum alloys, suitable for the intended application.Consequently, the present invention should not be regarded as limited toA-arms made of any particular material. Moreover, lower A-arm maycomprise a single unitary piece, such as may be formed by casting orforging. Alternatively, A-arm 46 may be fabricated from individualpieces or elements that are welded together, as would become apparent topersons having ordinary skill in the art after having become familiarwith the teachings provided herein.

Upper control arm 48 is pivotally mounted to the left side control armsupport structure 88 so that upper control arm 48 may pivot about pivotaxis 11. See FIGS. 1 and 10. In the particular embodiment shown anddescribed herein, upper control arm 48 may comprise the correspondingupper control arm from the OEM suspension system 14. Alternatively,upper control arm 48 could comprise a newly-fabricated part.

The relative locations of the pivot axes 96 and 11 may be selected toprovide A-arm the suspension system 12 with a camber curve (i.e.,variation in wheel camber with suspension displacement) that issubstantially identical to the camber curve associated with the OEMsuspension system 14. Alternatively, a different camber curve could beused, if desired. In an embodiment wherein the lower A-arm 46 is mountedto lower member 82 of frame 32 with eccentric mounting bolts 97, theeccentric mounting bolts 97 may be used to provide the camberadjustment.

The left-hand side wheel spindle assembly 10 may be mounted to the lowerA-arm 46 and the upper control arm 48 by means of respective ball joints50 and 52, as best seen in FIG. 5. More specifically, the ball jointplate 28 of ball joint bracket 24 may be mounted to the lower ball joint50 provided on lower A-arm 46. The existing upper ball joint mount 52provided on wheel spindle assembly 10 may be mounted to upper ball joint54 provided on the upper control arm 48. The upper ball joint 54 maycomprise the corresponding upper ball joint from the OEM suspensionassembly 14, if desired. The fore/aft location of the lower ball joint50 with respect to the upper ball joint 54 should be selected so as toprovide the wheel spindle assembly 10 with desired degree of caster. Byway of example, the caster angle of wheel spindle assembly 10 may beselected to be substantially equal to the caster angle of the OEMsuspension assembly 14.

Finally, a toe link 56 mounted to the wheel spindle assembly 10 and thecontrol arm support structure 88 is used to control the toe angle of thewheel spindle assembly 10. More specifically, and with reference to FIG.5, an outboard end 13 of toe link 56 should be mounted to the wheelspindle assembly 10 so that it is generally aligned with ball joint axis15 defined by the lower and upper ball joints 50 and 56. Depending onthe location of the corresponding toe link mount 22′ on the OEM spindleassembly 10′ (FIG. 6), it may be necessary or desirable to move orrelocate the toe link mount 22′ to define a relocated toe link mount 22(FIG. 7) that is substantially aligned with ball joint axis 15. See alsoFIG. 5.

In addition, and as best seen in FIG. 4, a pivot axis 17 of the outboardend 13 of toe link 56 should be substantially parallel to lower A-armaxis 96. Therefore, it may be necessary to drill or bore a hole in therelocated toe link mount 22 to provide this parallel orientation.Depending on the particular mounting arrangement desired, a mountingstud 19 may be mounted within the hole. The mounting stud 19 will thenbe aligned with pivot axis 17, as best seen in FIG. 7. If desired,mounting stud 19 may comprise the corresponding mounting stud 19′ fromthe OEM wheel spindle assembly 10′. See FIG. 6. Alternatively, mountingstud 19 could comprise a new part.

With reference now primarily to FIGS. 4 and 10, an inboard end 21 of toelink 56 is pivotally mounted to the control arm support structure 88 sothat inboard end 21 toe link 56 may pivot about axis 23. Axis 23 shouldbe substantially parallel to axis 17. If desired, an eccentric mountingbolt 99 may be used to secure the inboard end 21 of toe link 56 tocontrol arm support structure 88. Use of an eccentric mounting bolt 99will allow the toe angle of the wheel spindle assembly 10 to be easilyadjusted.

Finally, the right-hand side wheel spindle assembly may be mounted tothe right-hand side 58 of frame assembly 32 in the same manner, i.e.,via a lower A-arm 47, an upper control arm 49, and a toe link 57. Theparticular structural elements and geometric configurations for theright-hand side may likewise be the same as those for the left-handside. The completed A-arm suspension system 12 may then be mounted tothe vehicle.

Having herein set forth preferred embodiments of the present invention,it is anticipated that suitable modifications can be made thereto whichwill nonetheless remain within the scope of the invention. The inventionshall therefore only be construed in accordance with the followingclaims:

The invention claimed is:
 1. An A-arm suspension system, comprising: aframe, said frame defining a front end, a rear end, a left side, and aright side, said frame further defining respective left and right rearbody mounting locations at about the rear end of said frame andrespective left and right front body mounting locations at about thefront end of said frame; a right side control arm pivotally mounted tothe right side of said frame so that at least a portion of said rightside control arm is generally aligned with the right front body mountinglocation on said frame; a right side A-arm pivotally mounted to theright side of said frame assembly in generally spaced-apart relation tosaid right side control arm, said right side control arm and said rightside A-arm defining a right side ball joint axis; a left side controlarm pivotally mounted to the left side of said frame so that at least aportion of said left side control arm is generally aligned with the leftfront body mounting location on said frame; a left side A-arm pivotallymounted to the left side of said frame in generally spaced-apartrelation to said left side control arm, said left side control arm andsaid left side A-arm defining a left side ball joint axis; a right sidewheel spindle assembly mounted to said right side control arm and saidright side A-arm; a left side wheel spindle assembly mounted to saidleft side control arm and said left side A-arm; a right side toe linkhaving an outboard end and an inboard end, the outboard end mounted tosaid right side wheel spindle assembly and the inboard end mounted tosaid frame; and a left side toe link having an outboard end and aninboard end, the outboard end being mounted to said left side wheelspindle assembly and the inboard end mounted to said frame.
 2. Thesuspension system of claim 1, wherein the left and right front bodymounting locations on said frame are substantially aligned with the leftand right ball joint axes.
 3. The suspension system of claim 1, wherein:the outboard end of said right side toe link is pivotally mounted tosaid right side wheel spindle assembly at a location that issubstantially aligned with the right side ball joint axis; and whereinthe outboard end of said left side toe link is pivotally mounted to alocation on the left side wheel spindle assembly at a location that issubstantially aligned with the left side ball joint axis.
 4. Thesuspension system of claim 3, wherein: the outboard end of said rightside toe link pivots about a pivot axis that is substantiallyperpendicular to the right side ball joint axis; and wherein theoutboard end of said left side toe link pivots about a pivot axis thatis substantially perpendicular to the left side ball joint axis.
 5. Thesuspension system of claim 1, wherein: the inboard end of said rightside toe link is pivotally mounted to the right side of said frame at alocation that is substantially aligned with a pivot axis of the rightside A-arm; and wherein the inboard end of the left side toe link ispivotally mounted to a location on the right side of said frame at alocation that is substantially aligned with a pivot axis of the leftside A-arm.
 6. The suspension system of claim 1, further comprising: aright side ball joint mounted to said right side A-Arm; a right sideball joint bracket mounted to said right side wheel spindle assembly andto said right side A-arm, said right side ball joint bracket comprising:a spindle plate having an upper end and a lower end, the spindle platebeing mounted to said right side wheel spindle assembly; and a balljoint plate extending generally outwardly from the lower end of saidspindle plate, the ball joint plate being mounted to said right sideA-arm; a left side ball joint mounted to said left side A-arm; and aleft side ball joint bracket mounted to said left side wheel spindleassembly and to said left side A-arm, said left side ball joint bracketcomprising: a spindle plate having an upper end and a lower end, thespindle plate being mounted to said left side wheel spindle assembly;and a ball joint plate extending generally outwardly from the lower endof said spindle plate, the ball joint plate being mounted to said leftside A-arm.
 7. The suspension system of claim 6, wherein the right sideball joint bracket further comprises a gusset extending between saidspindle plate and said ball joint plate and wherein the left side balljoint bracket further comprises a gusset extending between said spindleplate and said ball joint plate.
 8. The suspension system of claim 7,wherein the ball joint plate of the right side ball joint bracketfurther comprises a ball joint mount sized to receive a stud provided onthe right side ball joint mounted to the right side A-arm and whereinthe ball joint plate of the left side ball joint bracket furthercomprises a ball joint mount sized to receive a stud provided on theleft side ball joint mounted to the left side A-arm.
 9. The suspensionsystem of claim 6, wherein: the spindle plate of the right side balljoint bracket defines a plurality of holes therein sized to align withcorresponding hub assembly mounting holes provided in the right sidewheel spindle assembly; a plurality of fasteners operatively engagedwith the hub assembly mounting holes provided in the right side wheelspindle assembly and the mounting holes defined by the spindle plate ofthe right side ball joint bracket, said plurality of fasteners securingthe right side ball joint bracket to the right side wheel spindleassembly; and wherein the spindle plate of the left side ball jointbracket defines a plurality of holes therein sized to align withcorresponding hub assembly mounting holes provided in the left sidewheel spindle assembly; a plurality of fasteners operatively engagedwith the hub assembly mounting holes provided in the left side wheelspindle assembly and the mounting holes defined by the spindle plate ofthe left side ball joint bracket, said plurality of fasteners securingthe left side ball joint bracket to the left side wheel spindleassembly.
 10. The suspension system of claim 7, wherein the respectiveball joint plates, spindle plates, and gussets of the left and rightside ball joint brackets are welded together.
 11. The suspension systemof claim 10, wherein the respective ball joint plates, spindle plates,and gussets of the left and right side ball joint brackets comprise asteel alloy.
 12. The suspension system of claim 10, wherein therespective ball joint plates, spindle plates, and gussets of the leftand right side ball joint brackets comprise an aluminum alloy.
 13. Thesuspension system of claim 7 wherein the respective ball joint plates,spindle plates, and gussets of the left and right side ball jointbrackets comprise a unitary casting.
 14. The suspension system of claim13, wherein said casting comprises a steel alloy.
 15. The suspensionsystem of claim 13, wherein said casting comprises an aluminum alloy.16. The suspension system of claim 7, wherein the respective ball jointplates, spindle plates, and gussets of the left and right side balljoint brackets comprise a unitary forging.
 17. The suspension system ofclaim 16, wherein said forging comprises a steel alloy.
 18. Thesuspension system of claim 16, wherein said forging comprises analuminum alloy.
 19. An A-arm suspension system, comprising: a frame,said frame defining a front end, a rear end, a left side, and a rightside, said frame further defining respective left and right rear bodymounting locations at about the rear end of said frame and respectiveleft and right front body mounting locations at about the front end ofsaid frame; a right side control arm pivotally mounted to the right sideof said frame so that at least a portion of said right side control armis generally aligned with the right front body mounting location on saidframe; a ball joint mounted to said right side control arm; a right sideA-arm pivotally mounted to the right side of said frame assembly ingenerally spaced-apart relation to said right side control arm; a balljoint mounted to said right side A-arm, the ball joints mounted to saidright side control arm and said right side A-arm defining a right sideball joint axis; a left side control arm pivotally mounted to the leftside of said frame so that at least a portion of said left side controlarm is generally aligned with the left front body mounting location onsaid frame; a ball joint mounted to said left side control arm; a leftside A-arm pivotally mounted to the left side of said frame in generallyspaced-apart relation to said left side control arm; a ball jointmounted to said left side A-arm, the ball joints mounted to said leftside control arm and said left side A-arm defining a left side balljoint axis; a right side wheel spindle assembly having an upper balljoint mount and lacking a lower ball joint mount, the upper ball jointmount being operatively engaged with the ball joint provided on saidright side control arm; a right side ball joint bracket mounted to saidright side wheel spindle assembly, said right side ball joint bracketcomprising: a spindle plate having an upper end and a lower end; a balljoint plate extending generally outwardly from the lower end of saidspindle plate; a ball joint mount provided on said ball joint plate,said ball joint mount being operatively engaged with the ball jointprovided on the right side A-arm; and a gusset extending between saidspindle plate and said ball joint plate; a left side wheel spindleassembly having an upper ball joint mount and lacking a lower ball jointmount, the upper ball joint mount being operatively engaged with theball joint provided on said left side control arm; and a left side balljoint bracket mounted to said left side wheel spindle assembly, saidleft side ball joint bracket comprising: a spindle plate having an upperend and a lower end; a ball joint plate extending generally outwardlyfrom the lower end of said spindle plate; a ball joint mount provided onsaid ball joint plate, said ball joint mount being operatively engagedwith the ball joint provided on the left side A-arm; and a gussetextending between said spindle plate and said ball joint plate.